Railway crossing



- -May 17,' 1932. c. w. SYM-ONDS 1,858,472

RAILWAY CROSSING Filed Jan. 19, 1951 alll III/In.

Patented May 17, 1932 GLEON W. SYMONDS, F PASADENA, CALIFORNIA RAILWAYciaossme Application filed January 19, 1931. Serial No. 509,630.

My invention relates to railway crossings and has for its principalobject to provide a simple, practical and economical railway crossing ofthe type designed to eliminate or reduce to a minimum the noise causedby car wheels running over and across said railway crossings.

I am aware that many efforts have been made to provide a noiselesscrossing and that patents have been issued for railway crossings inwhich the rail groove has been filled in at the intersection to take theload on the edge of the wheel flange as it runs over the crossing, whichnecessitates that the wheel must rise on the fill within the wheelgroove to lift the tread of the wheel above the tread of the rail. I amalso aware that it is old to taper ofl the top of the rail tread as itapproaches the intersection to allow the wheel to descend until theweight of the wheel is transferred to the flange of the wheel and thenafter crossing the intersection the wheel raises until the weight isagain carried on the tread of the wheel and the flange of the wheel isfree of engagement with the groove In both of these constructions thewheel and its load must either be raised.

in the rail.

and then lowered as it runs up over the fill in the rail groove, or itmust be lowered and then raised again after it runs across theintersection.

of the rail groove is continued across the intersection and is thentapered down again to.1ts normal level.

But instead of continuing the upward incline of the fill within thegroove sufliciently to lift the wheel by the:

practical railway crossing without any moving parts and the complicatedmechanism required for manipulating such parts, and I also eliminate theobjectionable features of making it necessary for the wheel tov run withits load up an incline in order to transfer the weight on the wheel fromthe tread of the wheel to the flange thereof.

In order to fully explain my invention, I have illustrated the same onthe accompanying sheet of vdrawings, which I will now describe. l

Figure 1 is a side elevation of a railway crossing illustrating thefeatures constitut- 111 my invention, 7

Figure 2 is a plan view of arailway crossing. embodying my invention;

y Figure 3 is a vertical sectional view taken I have conceived a railwaycrossing wherein the wheel and its load does not have to run on line 3-3of Fig. 1;

Figure 4 is a vertical sectional view taken on line 4-4. of Fig. 1; andI V r Figure 5 is a vertical sectional view taken so on line 55 of Fig.1.

Referrin to the drawings more in detail, 6, 6, and 7, 7, designate thetwo pairs of rails ofa railway crossing or intersection. The

groove of the rail is designated 8, and the tread of the rail isdesignated 9., The tread of the wheel is designated 10, while the flangeof the wheel is designated 1 c Referring to Figs. 1 and 3, it willbe'seen that normally there is a clearance between the bottom of therail groove 8 and the edge of the wheel flange, this clearance or spacebeing designated 8 in said figures. In said Fig. 1, the normal bottomlevel of the groove is represented by the broken line L and it Will beseen that from the section line 3-3, said line runs upwardly until atthe section line 4-4 it is in engagement with the edge of the wheelflange 11, and that from this point the raised level L of the bottom ofthe rail groove is continued across the intersection and to the sectionline '44, from which point it tapers downwardly-, as at L to its normallevel L. The intersecting grooves 8, 8, are, theref0re,at thesameraised.

groove in both directions, the bottoms of the intersecting grooves beingflush with each 1-93 1. 7 CLEON IV. SYMONDS.

' level, which is slightly above tlienorfiial level L. Commencing at 9,it will be seen, tapers downwardly, as at section line iiiuierepresentation shown .inFig. 1, the rail tread 9, tea lower level, andcontinuesthus across the intersection with rails 7,'7,=andthererailtreadfrom H, carries it from under afte'r,it rises againtonorm'al-level atsec'tio'n line 4 4. Thedown'ward taper of said thetread of the wheel after the weight has 7 been taken by the flangeof thewheel in the rail g'rooveS, thus preventing the wheel tread Y fromengaging the intersecting rail heads or bodies. Thisconstant batteringof the wheel 'tread with the ends of the intersecting rails is what'causesth'enoise and wear onithe rails. In Fig. 3, the normal level 9*of the rail is seen. In Fig. 4 the groove is'seen fille'din until theedge of the flange of the wheel and the tread of the wheel are both inengage ment, respectively, with groove a r-rd tread of the rail','whilein F-igk5, the wheel flan'ge 11 is shown carrying the wheel, the railtread tread and the bottom 8 of the rail groove being tapered downwardlyfrom under the wheel tread, as at 9-. p V 4, 4

It will thus be se'enth'atmy' invention'is without any moving or turningparts i nfa railway crossing, and that Ihave a"con'st'ri1'ction andarrangement which eliminates the necessity of the wheel and its loadbeing raised vertically at any time,"for ifthe rail 1 groove is filledin sufli'cie'ntly to carry the wheel upwardly until its treadisfree'pfthe rail tread, there is increased load andfric- 7 tion, or ifthe tread of the rail is tapered down to the intersection, it must betapered upwardly therefrom which also causesan increase in load andfriction as the wheel and? its load is again raised to the normal levelofthe rail tread.

I do not limit my invention to the details here shown, except as I maybe limitedby the hereto appended claim. Iclaim:

A rail crossi having tread and groove portionsfeirtending across the iters nflh intr'sc d ap being in width the same as the width of the gconsisting of standard

